Automatic train-stopping apparatus.



LEO HITSELBERGER & LOUIS HITSELBERGER.

AUTOMATIC TRAIN STOPPING APPARATUS.

APPLICATION FILED OCT; 25. 1913.

4 1 9 1 2 2 Q 6 D d m m a P 2 SHEETS-SHEET 1.

HE NORRI: :"crsr'is c0. MHOTO-LITHQ, WASHING run, I).

LEO HITSELBERGER & LOUIS HITSELBERGER.

AUTOMATIC TRAIN STOPPING APPARATUS.

APPLIOATION FILED OCT 25 1913. 1 1 Q2, 1 1 6.. Patented Dec. 22, 1914,

2 SHEETB-SHEET Z.

ambium aw W W SW01 n;

nu NORRIS PETER LO FHOIO 1pm uuisHrNnmN I; c

stairs rnr rrc AUTOMATIC TRAIN-STOPPING APPARATUS.

Specification of Letters Patent.

Patented Dec. 22, 191d.

Application filed October 25, 1913. Serial No. 797,274.

To all whom it may concern:

Be it known that we, LEO HITsnLBERcEn and LOUIS HrrsnLenRonn, citizens of the United States, residing at Relay, in the county of Baltimore and State of Maryland, have invented new and useful Improvements in Automatic Train-Stopping Apparatus, of which the following is a specification.

This invention relates to improvements in automatic train stopping apparatus and has particular application to a signal controlled train stop.

In carrying out the present invention, it is our purpose to provide an apparatus of the class described which will be found especially useful in conjunction with the usual block signal systems and whereby the propelling power of a car will be automatically cut off and the air brakes applied in the event of the car passing a set danger signal and wherein the car carried stopping mechanism may be held against operation in the event that it should be desired to enter the danger zone for any purpose, as, for instance, assisting a stalled train.

It is also our purpose to provide a train stopping apparatus of the class described which will embrace the desired features of simplicity, efiiciency and durability one which will operate effectively under all weather conditions and one which may be installed and maintained at a minimum eX- pense.

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claim.

In the accompanying drawings; Figure 1 is a diagrammatic view of an automatic train stopping apparatus constructed in accordance with thepresent invention. Fig. 2 is a view in elevation of a portion of the car carried stopping mechanism removed from the car. Fig. 3 is a cross sectional view on the line 33 of Fig. 1. Fig. 4 is an enlarged longitudinal sectional view through the motor and the connection between the latter and the controlling device of the propelling power of the car.

In the present instance, we have shown our automatic train stopping apparatus as employed in conjunction with the automatic block signal system now in general use, although we wish it to be understood that the invention, in its useful application, may be thereof and provided with a spectacle 3.

In thepresent instance, theblade 2 is in the form of a three-position signal, that is to say, is capable of movement to clear, caution and danger positions. Arranged at the entrance to each block is a track instrument comprising a trip lever 4t pivoted between its ends and having one end thereof connected through the medium of a rod 5 with onelimb of a bell crank lever 6 pivoted upon the standard 1 adjacent to the lower end thereof, the opposite limb of the bell crank lever being connected through the medium of a rod 7 with the signal blade 2. When the signal blade is in clear position the trip lever 4: is in a horizontal plane, while when the blade is at caution and danger respectively the trip lever is inclined and vertical as indicated by the dotted lines in Fig 1.

In the embodiment of our invention selected for illustrative purposes, we have shown the carcarried mechanism as applied to a steam locomotive and such mechanism comprises a motor in the form of a cylinder 8 fast upon the throttle lever, and a piston 9 capable of sliding movement within such cylinder. Secured to the piston 9 and extending outwardly of one end of the cylinder is a piston rod 10 arranged in parallel ism with the throttle lever and slidably mounted within a guide 11 carried by said lever. The'rod 10 is provided with a spring catch 12 adapted to pass through the guide 11 in the outward movement of the piston rod under the action of the piston 9 and so prevent return of the piston rod and piston to normal position. Formed on the locking dog controlling rod of the throttle lever and extending outwardly therefrom in the path of movement of the outer end of the piston rod 10 is a lug 12 designed to be engaged by the outer end of the piston rod when the latter is actuated by the piston so as to throw the locking dog on the throttle lever out of engagement with the teeth of the quadrant. A coiled contractile spring 13 means ofalink 16 with theouter end of the horizontal limb of a bell crank lever 17 pivoted upon the engine frame and having the free extremity of the vertical limb thereof connected with a controlling rod 18 under the control of theengineer or motorman so that the block :15 may be elevated and lowered when desired. The brake pipeof the car or train is indicated at 19 and tapped onto such pipe is a =flexible air hose 2O having the outer end thereof connected with one extremity of a pipe 21, the opposite end of the latter being connected with one end of the cylinder 8 behind .the piston therein. Located'in the flexible air hose 20 is a controlling valve 22 provided with an elongated depending stem 23 fixed to the-sliding block 15 and having the lower .end thereof provided with a right angularly projecting handle 24 adapted to be engaged by the trip lever a when the latter is in verticalposition.

From the foregoing description taken in connection with the accompanying drawings, the construction, mode of operation and manner of employing our invention will be readily apparent. Should a train pass a danger signal, the handle 24L will engage the active trip lever 4 whereby the stem 23 of the valve 22 will be rotated to open the latter and so admit the air fromthe brake pipe into the rear end of the cylinder 8 thereby sliding the piston within such cylinder to release the locking dog of the throttle lever whereby the spring 13 will swing the throttle lever to close the valve as previously described. On the contrary, should it be desired that the train enter the occupied block against the danger signal, as, for the purpose of asslstlng a stalled tram, the engineer manipulates the controlling rod 18 and so elevates the block 15 thereby moving the handle 24 on the valve stem 23 out of the influence of the trip lever l.

In the present instance, the cylinder 8 of the motor is provided with a vent opening 25 controlled by the piston 9 and adapted to be uncovered by such piston succeeding the unlatching of the throttle rod so that the air .withinthe cylinder will exhaust into the atmosphere and thereby reduce the prescation and variation maybe made within the scope of the claim without departing from the spirit of the invention.

We claim:

'In'combination with a throttle lever and means for operating said lever, of a train carried mechanism comprising a grooved supportzconnected to the pilot beam, a vertically adjustable block mounted in the said support, and provided with a longitudinally extending bearing, a stem mounted in the bearing,a valve connected to one extremity of said stem, a handle connected to the remaining extremity of said stem and adapted to move in a horizontal plane, pipe connections communicating with the said valve, a

link pivoted to the upper end of the block, means connected to the link for moving the said link and block vertically, and a pipe connection between said valve and the means for operating the throttle lever.

In testimony whereof we affix our signatures in presence of two witnesses.

LEO HITSELBERGER. LOUIS HITSELBERGER.

Witnesses:

CLARENCE J. SMITH, REGINALD D. FoRGAN.

Copies of this patent may beobtained for five cents each, byaddressing the Commissioner of Patents, Washington, D. 0. 

